Berger



.Fhb5, 1924.

J.P.SHAMBERGER INTERNAL COMBLISTION ENGINE Filed Feb.

27. 1922 3 Sheets-Sheet l.

Feb.' 5, 1924.

J. P. SHAMBERGER INTERNAL COMBUSTION ENGINE Filed Feb` 2'?, 3 Sheets-Shep?. 2

um 7am.

Feb. 5, 1924. 1,482,442

l I J. P. SHAMBERGER INTERNAL lGOMBUSTION ENGINE Filed Feb. 27, 1922 3 Sheets-Sheet 3 Q N *0 NN) N J ^O`O v4 f E gj-504m :Pau Sham belgenA btoump Patented Feb. 5, 1924.

UNITED STATES JOHN PAUL SHAMBERGER,

OF BALTIMORE, MARYLAND.

INTERNAL-COMBSTION ENGINE.

Application led February provide lsuch a device with the cylinders arranged inpairs vertically aligned or what is otherwise known as in tandem.

Another object of the invention is to so arrange such vertically disposed cylinders that only a single cylinder head will be necessary for each pair of cylinders, thereby considerably reducing the weight of an engine for a given horse power.

Another object of the invention is to provide an improved system of lubrication for tandem cylinders.

Other objects and advantages of the invention will be apparent from the following description'when taken in connection with the accompanying drawing, in which:

Figure 1 is a. vertical section through a pair of vertically arranged cylinders.

Figure 2 is a horizontal section taken on line 2 2, Figure 1.

` Figure 3 is a horizontal section taken on line 3 3, Figure 1.

Figure 4 is a vertical section through the upper portion of a. twelve-cylinder engine.

Figure 5 is a diagrammatic view, showing the crank positions for a twelve-cylinder engine.

Figure 6 is a diagrammatic view of the crank positions for an eight-cylinder engine, and

Figure 7 is a fragmentary section1 showinfr a modified form of oiling arrangement.

Iteferring to the drawing more in detail, the numeral 1 designates generally the crank case and body portion of an internal combustion engine. Bolted to the crank .case 1 is the engine proper 2, which comprises the upper and lower cylinders 3 and 4. These cylinders may be formed integrally, as shown on the drawing, or may be formed separately and bolted together. The cylinder head 5, which is the only one required in the present construction is formed integrally with the cylinders 3 and 4.

Disposed in each of the upper cylinders 3 is a piston 6, and connected therewith by 27, 1922. Serial N'o. 539,519.

means of the hollow piston rod 7 is a piston 8 which is disposed in the lower cylinder 4. The piston 8 is connected to the engine crank shaft 9 by the usual connecting rod 10 in the usual manner.

The lower cylinder 4 is formed with an eX- plosion chamber 11 and the upper cylinder 3 with a similar explosion 'chamber 12. The intake manifolds to the upper and lower cylinders are designated by the numerals 13 and 14 respectively and the exhaust manifolds by the numerals 15 and 16. rl`he intake and exhaust valves to the various cylin- \ders are operated by the valve rods 17 and cams 18 in the usual manner. f

For the purpose of lubricating the cylinder walls, etc., I have provided the oil conduit 19, to which is connected by means of pipe 2O a drum 21 for spraying the cylinder walls. The cylinder head is provided with three annular channels 22, the upper and lowerl of which receive suitable packing, while the middle channel receives oil for lubricating the piston rod 7. Oil is led to the oil groove by means of the conduit 23 connected to the `main oil line 19. A discharge pipe 24 (see Figure 2) is also connected with the oil groove 22, thereby providing for circulation of thev oil. As shown in Figure 1 of the drawing, the rod 7 extends slightly above the upper surface of th-e piston G,

as indicated at 25. In this manner oil forced through the drum 21 will collect on the surface of the piston G until it reaches a depth equal to the height of the rod 7 above the piston; excess oil will then overflow into the hollow piston rod 'l' and returnl to the crank case. The oil returning through rod 7 aids materially in cooling lthe same; the Vcooling operation is also greatly aided by the circulation of air through the rod 7. A cover 26 of sheet metal or the like-may be provided for inclosing the open ends of the upper cylinders 3; this cover is not necessary to the successful operation of the engine, however, and may be omitted, if desired.

In Figure 7 of the drawing I have shown a slightly modified form of lubricating arrangement wherein the upper cylinders 3() are provided with cones 31 and the cover 32 is formed with apertures 33through which oil is fed to the cones. The cones 31, of course, are for the purpose of directing the oil to the walls of the cylinders, but are not absolutely necessary, for the reason that the projection 25 of the piston rod will always maintaina column of oil against .the cylinder wall.

In Figures 5 and 6 are shown diag ammatic views of both a twelve-cylinder six- 'crank engine and an eight-cylinder fourcrank engine. Referring to Figure 5, the lower cylinders are designated la, 2a, 3, 4, 5, 6n and the upper cylinders 1b, 2b, 3b, 4b, 5b, 6b. The cranks are arranged at an angle of instead of at 1200, as in the ordinary `six-cylinder engine,` thereby presenting a perfectly balanced shaft; inasmuch as the cranks of. cylinders la and 2 are diametrically opposed, the cranks of cylinders 3 and 4 are diametrically opposed and the cranks of cylinders 5a and 6a are diametrically opposed. In this perfectly balanced arrangement of cranks there is an explosion and impulse every 600, the order of firing the cylinders being as follows: l, G, fla, 2, 5a, 3a, 225D, 3b, 1b, 6b, 4gb.

In the diagrammatic view shown in Figuie 6 the lower cylinders are designated 10, 2C, 3, 4C and the' upper cylinders ld, 2d, 3, 4d. Thistype of engine is also perfectly balanced, the cranks ibeing spaced 9()O and the cranks of cylinders lc and 2C and cylinders 3@ and 4.0 being diametrically opposed. The order of Iiring of the cylinders is as follows: 1C, 3c, IZ, 4L, 2d, 4, 1d, 3d; giving an explosion and impulse every 90.

From the foregoing description it'will be seen that I have provided an engine of either the twelve, eight or four-cylinder type which is greatly reduced in weight without any loss of strength or durability, and in which the crank shaft is vperfectly balanced. Ii`urthermoi'e, a simplified arrangement of lubrication is provided which maintains the pistons, etc., relatively cool and by the overflow of oil into the piston rod 7 also prevents that element from overheating; the circulation of air aiding in this latter operation to some extent.

Iii-accordance with the patent statutes. I have' described what I now believe to be the best embodiment of the invention, but I do not wish to be understood thereby as limiting myself or the scope of the invention, as many changes and modifications may be inade without departing from the spirit ot the invention; all such I aim to include in the scope of the appended claims.

lVhat I claim as new and desire `to secure by Letters Patent is: i

l. In an internal combustion engine including a pair of superposed cylinders arranged end to end, a piston in each of said cylinders, means for feeding oil to the walls of the upper cylinder, means rigidly connecting said pistons, said piston connecting means being constructed and arranged to be cooled by the lubricating oil from the upper I cylinder.

2. In an internal combustion engine, a pair of superposed cylinders arranged end to end, a cylinder head closing the inner ends of said cylinders, a piston in each of said cylinders, a hollow piston rod connecting said pistons and opening into the upper cylinder, and means for feeding oil to the upper cylinder.

3. In an internal combustionl engine, a pair of superposed cylinders arranged end to end, a cylinder head closing the inner ends of said cylinders, a piston in each of said cylinders, means for feeding oil to the walls of the upper cylinder, and means rigidly connecting said pistons, said last-named means adapted to convey the lubricating oil from the upper cylinder to theV lower cylinder.

4. In an internal combustion engine, a pair of superposed cylinders arranged end to end, a cylinder head closing the inner ends of said cylinders, a piston in each of said cylinders, means rigidly connecting said pistons and adapted to convey oil from one cylinder to the other, and means for maintaining a predetermined film of oil on the top of the upper piston.

5. In an internal combustion engine, a pair of superposed cylinders arranged end to end, a cylinder head closing the inner ends of said cylinders, a piston in each of said cylinders, a hollow piston rod connecting said pistons, means for feeding oil to the upper cylinder, and means for maintaining a predetermined ilm of oil on the top 0f the upper piston.

6. In an internal combustion engine` a pair of superposed cylinders arranged end to end, a cylinder head interposed between said cylinders, a piston in each of said cylinders, a hollow piston rod connecting said istons, said hollow rod extending slight y above the top of the upper piston, and means for feeding. oil to the upper cylinder.

7. In an internal combustion engine, al

pair of superposed cylinders arranged end to end, a cylinder head interposed between said cylinders, a hollow piston rod connectin@ said pistons, means for feeding oil to the upper cylinder, means for maintainingl a predetermined film of oil on the top of the upper piston, and a closure for the upper end of the upper cylinder.

JOHN PAUL snif-minuscule.. 

